Disc boat



Feb. 10, 1970 k. v. YCUNGQUIST 3,49

DISC BOAT Filed Aug. 26, 1968 2 Sheets-Sheet l ATTOEMEP Feb. 10, 1970 K. v. .YOUNGQUIST 3 9 DISC BOAT Filed Aug. 26, 1968 2 Sheets-Sheet 2 IN VEN TOR.

n55 m w/ w United States Patent 3,493,982 DISC BOAT Kenneth V. Youngquist, Circle, Mont. 59215 Filed Aug. 26, 1968, Ser. No. 755,173 Int. Cl. B63b 3/04 U.S. C]. 9-1 10 Claims ABSTRACT OF THE DISCLOSURE A boat structure comprising a hull with an upper deck secured to the top of the hull, the upper deck forming an enclosure covering a portion of the hull, the hull being formed with a central hull segment having a pair of laterally disposed hull segments secured thereto, each hull segment extending from a generally common base plane having parallelly disposed central axes and terminating along stern planes transverse to said common central axes. The upper deck structure is preferably circular in its configuration, but may be eliptical, with its major axis coincident with the hull axis, the periphery being generated about an axis coincident with the axis of the cen tral hull and being generally coincident with the forward juncture of the hull segments and extending laterally outwardly beyond a portion of the bulkheads of the lateral hull segments.

The present invention relates to a boat structure, and in particular to a structure having a plurality of hull segments together with an upper deck which may support a canopy structure, the upper deck structure extending outwardly beyond the lateral outer bulkheads of the outer hull segments, this providing increased stability under a wide variety of boating and water conditions.

In the design of any pleasure boat structure or water craft, safety is a primary consideration, and additionally it is desirable to provide utility for a variety of types of operational conditions, and also a variety of types of use. This utility relates to the proposed use by individuals under all water, weather, and other use conditions. Thus, for safety considerations, the ideal craft is operationally highly stable, and weatherproof when desirable. These features should be obtainable without decreasing the maneuverability of the craft, or unreasonably increasing its weight. The structure of the present invention provides the advantages of utility and versatility without sacrificing the speed capabilities of the craft or detracting from the attractive appearance. The structure is light in weight and is safe under all ordinary operating conditions. These features are obtained primarily through the design of the craft, and also achieved by means of propulsion systems utilized in combination with the craft.

The structure is one capable of being fabricated by ordinary boat building techniques, including, for example, aluminum forming techniques, plastic molding techniques, and may also be fabricated with the use of wooden strips or plywood. For most purposes, however, aluminum or a plastic such as fiber glass is preferred.

Briefly, according to the present invention, the structure includes a hull with a deck structure secured to the top of the hull. The hull is formed of three parallelly disposed segments, including a central hull segment, and a pair of laterally disposed hull segments, each of these hull segments terminating along a common transverse plane forming the stern of the craft. In addition, the central hull segment is formed to extend forwardly of the lateral segments, all of the segments having a common depth plane. The deck structure is formed of a generally circular configuration, the deck member being formed by the generation of a circular arc about a vertical axis which intersects the axis of the central hull segment, portions of the periphery of the deck structure extending outwardly beyond the outer bulkheads of the lateral hull segments.

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Therefore, it is the primary object of the present invention to provide an improved boat structure utilizing a tri-hull structure with a central hull segment flanked by two laterally disposed hull segments, each hull segment extending from a common base plane and having generally parallelly disposed central axes, these hull segments terminating along a common stern plane disposed generally transversely to the common central axes.

It is yet a further object of the present invention to provide an improved boat structure including a hull with an upper deck structure mounted on the hull, the hull being formed with a central hull segment having a pair of laterally disposed hull segments extending from either side thereof, the deck structure having a generally circular peripheral configuration and being generated about a vertical axis generally coincident with the axis of the central hull segment, the periphery of the upper deck structure extending laterally outwardly beyond at least a portion of the lateral bulkheads of the outer hull segments, and being joined to these bulkheads along a surface generally concave from the base of said structure.

It is yet a further object of the present invention to provide a boat structure which is highly stable, highly maneuverable, and exceptionally safe under all ordinary running conditions, the boat being accordingly usable by a variety of operators under a variety of conditions.

It is yet a further object of the present invention to provide a boat structure having a capibility for operation at high speed, this capability being achieved without sacrificing either safety or maneuverability.

It is yet a further object of the present invention to provide a boat structure which can be fabricated by the conventional materials presently being utilized to fabricate structures of this type.

It is a further object of the present invention to provide a boat structure which is safe for operation under a variety of conditions, the time and effort required to provide safety for the occupants being minimal.

Other and further objects of the present invention will become apparent to those skilled in the art upon a study vational views respectively of the structure of FIGURE 1; and

FIGURE 5 is a partial vertical sectional view, on an enlarged scale, of a propulsion mechanism which has been found desirable for use in connection with the boat structure of the present invention.

In accordance with the preferred modification of the present invention, and with particular attention being directed to FIGURES 1 and 2 of the drawings, the boat structure generally designated 10 includes a hull which has a central hull segment 11 flanked by a pair of laterally disposed hull segments 12 and 13, the individual hull segments being joined together to form a unitary hull structure and supporting the upper deck structure 14. As is conventional in boat structures of this type, the buoyancy is obtained by the hull structure, and protection from environmental conditions is achieved by use of the deck structure 14. There is preferably adequate space between the base of the individual hull structures and the top of the deck structure 14 to accommodate conveniently one or more individuals in sitting position beneath the deck structure 14 and canopy 15. The deck structure 14 is accordingly provided with a canopy or cover member 15 which may be opened to permit standmg.

With particular reference to the hull structures 11, 12 and 13, it will be observed that each hull has a longitudinal axis, the three axes being generally parallel, one to another. The individual hulls preferably terminate in a common stern 17, thereby forming a common transom for an engine mount for an outboard motor, such as at 18. Individual sterns may be employed, if desired. The stern 17 is accordingly disposed along a common plane arranged generally transverse to the central axes of the individual hull segments 11, 12 and 13. For a boat structure of conventional materials and having a length of about 14 feet, the structure is capable of accepting an outboard motor of up to 40 horsepower or more.

With particular attention being directed to FIGURE 4 of the drawings, the laterally disposed hull segments 12 and 13 are joined to the central hull segment 11 at juncture points 20 and 21 respectively. These common juncture points are preferably smooth arcuate segments, which are concave to the bottom or base of the hull structure. Further, with reference to FIGURE 4, the juncture point between the laterally disposed hull segments 12 and 13, particularly at or along the outer bulkheads 22 and 23 is concave downwardly, such as is shown at 24 and 25. This concave surface provides added stability by resisting rocking or rolling of the composite hull structure. The upper surface of the deck portion 14 is preferably convex upwardly, this surface being shown conveniently as at 26. This convex configuration enhances the flow of water from the deck surface.

With reference being made to FIGURES 1 and 2, it will be observed that the surface 26 of the upper deck 14 joins the individual hull segments along a line which substantially intersects the forward juncture line between the individual hull segments. This feature increases the available useful area within the structure, the juncture being shown in the drawings at 28 and 29. An afterdeck zone is shown generally at 30, and is flanked by after-deck surfaces 31 and 32, which surfaces may be utilized as seating areas or, alternatively, for transferring occupants to or from the craft. At this point, lifting handles such as the handles 33-33 are shown on the outer surfaces of the outer bulkheads of the hull segments 12 and 13, and in the bow portion as well. The upwardly projecting fin members 34 and 35 are utilized to shield the occupants from splash or spray, and may alternatively be utilized as back rests for occupants seated upon the areas 31 and 32. These fins 34 and 35 may be formed in one piece with surface 26. A step is shown at 36.

With regard to the specific design of the hull structure, it has been indicated that the composite structure forms a highly efiicient hull for a variety of operating conditions. A long, narrow hull is generally preferred for achieving an efiicient use of power in a variety of speed ranges and water conditions. With particular reference to central hull segment 11, the hull surface is preferably convex on the bottom, and each lateral side of the portion of the hull forming the bow terminates in an upwardly diagonal forward cutting edge. The bulkheads forming the outer surfaces of the hull are preferably disposed in generally parallel relationship to the axis of the hull structure. This provides a slim bow and hull which moves through the water with a minimum of cavitation effects, and accordingly a minimum of pitching about a transverse axis whenever variable magnitudes of power are being applied to the structure, or whenever rough water is being encountered. One additional contour feature, as shown in FIGURE 4, indicates that the base portion of the central hull segment in normal contact with the water comprises less than 180 degrees of arc. Also, preferably, but not necessarily, that portion of the hull which is diverging outwardly reaches its maximum breadth at a point no more than about 25-30 percent of the distance from the bow to the stern, with the remaining 7075 percent of the hull having generally planar parallel surfaces, all of these surfaces being parallel to the longitudinal axis of the hull.

The laterally disposed hull segments 12 and 13 are designed primarily to add stability to the structure, and function also as additional flotation surface for the composite hull structure. They are preferably formed in the same general configuration as the central hull, and are joined to the central hull at a point rearwardly of the bow of each segment. The outer surfaces are not necessarily identical to that of the central hull, and are preferably formed by surfaces converging to a relatively sharp keel as shown in FIGURE 4. The point at which the individual hull segments are joined is preferably substantially the point at which the hull achieves its maximum transverse width.

The vertical height of the hull is a design consideration dependent on the ultimate use of the structure. Increases in the vertical height of the bows and hull segments ordinarily increase the directional stability of the structure, any increase of this sort tending to decrease the maneuverability. In particular, the depth of the hull from the juncture points 20 and 21 to the base planes will determine a number of characteristics. As this depth increases, the ride will be generally smoother and directional stability will increase. However, maneuverability will decrease. The vertical height, therefore, is necessarily a design tradeoff between these characteristics. For use on inland lakes, for example, the vertical height of the hulls will be less than for ocean-going craft. Preferably, the hull segments may be joined generally midway between the base plane and the top of the hull segments. Also, for a structure having a length of, for example, 14 feet, the over-all height of the structure should be in the neighborhood of 4 feet. The length of hull segments in relation to over-all width is another design consideration, with a shorter hull resulting in more maneuverability and shorter turning radius.

Turning now to the structure of the upper deck member 14, as particularly shown in FIGURES 14, the confines of this portion of the structure, as previously indicated, provides environmental protection to the occupants. This structure has substantially upright post members 40, 41 and 42 for supporting the canopy 15. The canopy 15 is hingedly coupled to support member 41 as at 44, in order to permit arcuate rotation of the canopy 15 about the hinge 44, and support from the adjustable posts 40a and 42a. This movement of the canopy 15 can be accomplished by the occupants, as desired. Also, if desired, that portion of the structure spanning the distance between the canopy 15 and the base portion of the upper deck 14 such as is shown at 45, for example, may be enclosed with transparent material providing protection from the elements, without obstructing visibility. The rear portion 46 of this zone may be likewise provided. Suitable materials such as, for example, stress-oriented polyethylene terephthalate may be utilized for this purpose, while more rigid structures of methyl methacrylate may be utilized as well. As additional protection from environmental elements, the

'rear portion of the structure may be likewise provided with a covering, when desired.

In order to increase the mechanical rigidity of the structure, a rib is preferably formed in the top of the hull segments, such as at 48, this rib also being utilized in the surface 26, and continuing as at 49. This reinforcement provides an excellent means of enhancing the mechanical rigidity of the entire structure, and particularly the exposed deck area, and can be accomplished without significantly increasing the cost. Also, if desired, a resilient bumper may be provided about the external eriphery of the deck 14, as at 50, for example. This bumper will protect the structure and provide an absorbant surface for impact.

The transparent windshield members 45 and 46 are preferably mounted within suitable water-tight joints,

such as grooved surfaces or the -like. Also, if desired, support posts 40 and 42 may be adjustable in their length in order to provide a suitable adjustable height support for the canopy 15. In this connection, it will be appreciated that the base of the posts 40 and 42 should be pivotally secured to the structure, as required.

Each of the individual hull segments is provided with a suitable drain plug or port member, as shown in FIG- URE 4 as at 51, 52 and 53. It will be appreciated that other forms of drains may be provided, as conventionally applied to structures of this type.

Attention is now directed to FIGURE of the drawings wherein a suitable propulsion mechanism is illustrated. Any conventional inboard or outboard power source may be utilized, a jet propulsion system being illustrated, for example. This mechanism generally designated 55 comprises an engine 56 having an output shaft 57 and a pulley 58 secured thereto. Belt 59 is provided to couple shaft 60 to shaft 57 by means of the pulley member 61. Shaft 60 drives a suitable impeller device as at 63, this impeller providing for a substantial flow of water between the inlet 64 and the discharge head 65. Suitable conduit such as is shown at 67 and 68 is utilized, impeller housing 69 being interposed between the inlet and outlet. The discharge head 65 is axially rotatable, and has a vertically movable plate 70 mounted therein for providing a reversal of flow through alternate outlet 71 for reversing direction of propulsion.

The composite structure provides a boat of unitary disc-like configuration. The structure is highly maneuverable, and is highly efiicient in its power consumption.

It will be appreciated that the embodiment illustrated herein is regarded as a typical structure prepared in accordance with the features and aspects of the present invention.

What is claimed is:

1. A boat comprising a tri-hull structure and an upper deck structure mounted on the top surface of said hull;

(a) said hull being formed with a central hull segment having a pair of laterally disposed hull segments secured thereto, each hull segment extending from a base plane and having generally parallelly disposed central axes and terminating along a stern plane generally transverse to said parallel central axes, each of said lateral hulls having an outer bulkhead wall;

(b) said central hull segment having an axial length which is at least equal to the axial length of said lateral hull segments and being coupled to said lateral hull segments along a plane elevated from said base plane and below said top;

(c) said upper deck structures having a generally circular convex peripheral configuration and being generated about a substantially vertical axis intersecting the axis of said central hull, the forward periphery of said upper deck structure being generally coincident with the forward juncture of said hull segments and extending laterally outwardly beyond at least a portion of said lateral bulkheads and being disposed in substantially spaced relationship forwardly of said stern planes.

2. The boat as defined in claim 1 being particularly characterized in that the portion of said deck structure extending outwardly beyond the lateral bulkheads of said laterally disposed hull segments is generally concave from the base plane.

3. The boat as defined in claim 1 being particularly characterized in that said hull segments are joined together along a plane generally midway between the said base plane and the top of said hull segments.

4. The boat as defined in claim 1 being particularly characterized in that said upper deck structure is provided with pivotally adjustable canopy means for enclosing at least a portion of the hull interior.

5. The boat as defined in claim 1 being particularly characterized in that said hull segments have a common base plane and terminate along a common stern plane.

6. The boat as defined in claim 1 being particularly characterized in that said hull structures have generally parallelly disposed outer surfaces for substantially between percent and percent of the hull length.

7. The boat as defined in claim 6 being particularly characterized in that said central hull segment diverges outwardly along a convex surface.

8. The 'boat as defined in claim 1 being particularly characterized in that the forward portions of each of said hull segments is provided with cover means integral therewith, said cover means being provided with an integral reinforcing rib disposed generally along the axis of each of said hull segments.

9. The boat as defined in claim 8 being particularly characterized in that said upper deck structure is provided with a reinforcing rib generally in extension of the reinforcing rib of said central hull segment.

10. The boat as defined in claim 1 being particularly characterized in that said outer bulkhead walls are inclined from the rear of said circular upper deck structure toward the stern.

References Cited UNITED STATES PATENTS TRYGVE M. BLIX, Primary Examiner 

